Air brake



l Apil 25,41944.A w. A. BALDWIN AIR BRAKE Filed June 9, 1943 xnl Patented Apr. 25, 1944 AIR BRAKE Wayne A. BaldWin,`Watertown, N. Y., assigner to .TheNew York Air Brake Company, a corporavtion of New Jersey Application June 9, 1943, .Serial BT05490217 6 Claims. ('Cl. 303-13) I'his invention relates to -air brakes and particularly to a simplified equipment for vswitching locomotives.

It is common practice to equip switching locomotives with an engineers brake valveandbrake pipe forl controlling-the brakes on connected cars onthe-antomatic principle, Ybut having no connection Whatever with the locomotive brake cylvengine and cars bymanipulation of one valve.

This is desirable. Control of service applications on'the-loc'omotiveby the automatic brake valvey is wholly unnecessary, ins'vvitching service.

jVery 'generallyL stated;A use is made of a relay valve whichisenergizedcby' air delivered through the sanding port-'of the"0 automatic brake valve in emergency position. -Any 'po'rtwhich' deliversfair under pressure Vin remergency position-'could be used in lieu ofthe sanding-port.

Associated l'With' the-relay valveu are" apressure actuated'exhaust rvalve, and`l a pressure Alimiting valve, the latter of which may-beadjusted to limit to `any appropriate -amount the pressurev developed in the locomotive'brake cylinders upon energization of the relay. Thus the relay need have neither exhaust nor graduating functions. It simply opens and closes.

A preferred embodiment of the'invention will now be described by Wayofexample,reference being made to the"-accompanying drawing, in which:

Figure 1 isa'diagram ofthe' locomotive brake equipment. The automatic brake valve is shown in sectional diagram in 'running position andthe relay and associatedf'mechanism are shown in axial section inA release position. v#The selflapping independent brake valve'is-shownin elevatiori in release position.

Figure-2 is a fragmentary section of the automatic engineers brakev valve in emergency-position. f

Referring nowtorigu-re iitnemairiireserveir s is charged by any suitablelmeanssuch-as aecompressor. It is connectedv through 'the vnormally Iopen cutout cock vIi, dust collector 'l ,and pipe 8 with the independent brake .valve .generally indicatedat 9iand-withthefautomatic brake valve igenerallyindicated `at :I I.

'II-hefindependentbrake valve Si `.may be of any suitable `construction. 'The one illustrated will bev recognized Ias of the familiar self-lapping type. Itis loperatedby ai'handle I2 vvhich in releaseposition vents the pipe I3 through the exhaust con- `nection I4,.and in its `variousapplication posiations developsfdiierent.pressures in the pipe I3 accordngfto the position :ofthe handle I2. The pipe I3 leads to one end of .the `housing of the double .throw check valvef. I 5.

'.The; engineers brake i valve generally indicated -at II:is of .familiar construction and comprises apipe bracketJIxon which is mountedthe feed valve :.I'I. :Above .the 4pipe `.bracket `Iii is the equalizing portion IIL-containing theequalizing discharge valve. Above portion .I8 is 1 the. valve seatportionL |l9. v.The rotary `valve12I is mounted onfthe'valveseat at the ntop of portion i9 and is enclosed bythe capf22. 'Main reservoirair is sup- .plied' tozthe. space `Within .the capabove. the ro- .tary valvey 2 I.

VThe brake Valve performs the. ordinary function of controllingthe. pressure in the brake pipe 23 to Which. the valve` is connected. throughthe pipe 24 and the normally open cock25. Therotary `valveZ I. is shifted to its various positions by `the valve handle 26. The functional positionsf are ordinarily release, running, lap, service and emergency, and the valve lperforms the conventional. and Well known automatic brake controlling iunctions in these positions. The valve .illustrated isintendedto be typical of. any automatic engineers brake valve.

.In emergencyposition (see-'Fig 2)` a through 'port' 21 in. the rotary valve 2| registers Witha .pressuresportZ in thevalve seat. The portV 28 -isiin .communicationv With the control pipe 29. The pOrtsJZ'Land" 28 mayas a matter of fact be thetwell .known sanding port, commonly found .in engineersbrake-valves of this type. Any port -Whichrwould-supply -main reservoir air tothe control pipe 29 in emergency position, might be `usedfwithin the scope of the-invention.

.1A singlelocomotive brake cylinder is illustrated at-3I. i Itisgleonnected through the `cutout cock 50 "32? tothe isideport of the double throw check -valve LIS and: may be connected `tlrirough the angle cock`-33iand4 flexible hose '34 With a similar brake cylinder on-the locomotive tender (not ,shown). The-cylinder-BI typiesfany brake ap'- yplying motor ormotors Yon the engine or on the controlled the locomotive brakes, and the onlyv brakes which could be controlled by the automatic engineers lbrake valve were the automatic brakes on cars whose brake connected with the brake pipe 23. y The double throw check valve 5 serves to connect the brake cylinder 3| alternatively with pipes were the pipe 3 and with the pipe 35 leading to the relay generally indicated by the numeral 36. The check valve permits the independent valve 9 to exercise independent control ofthe brake cylinder 3| operating on the straight air principle. The relay valve 35. responds in emergency position to pressure developed in control pipe 29 and supplies main reservoir air to the brake cylinder 3|. The automaticy engineers brake valve thus serves t apply the locomotive brake-s when moved Ato emergency position but not otherwise.

The relay valve 36 is mounted on a pipe bracket 37 to which are connectedthe branch brake cylinder pipe 35, control pipe 29 and a branch of the main reservoir pipe 8.

The housing of the relay valve 36 is composed of three body portions 38, 4| and 42. At the lower end is a cap 43 which encloses a release valve and at the upper end is a cap 44 which encloses the loading spring of the pressure limiting valve. The form and porting of the body components and caps are clearly shown in Figure 1 and van elaborate description is unnecessary. Between the cap 43 and the body 38 is clamped a flexible diaphragm 45. 'I'he marginal portion of the diaphragm serves as a gasket and the central portion of the diaphragm carries a bearer plate 46 and valve disc 41. This disc seats on the annular seat 48' to control communication between passage with which the pipe is connected-and. atmosphere. It will be observed that the space above the diaphragrn is freely vented to atmosphere. The Space 52 below the diaphragm 45 is in free cornmunication with the control pipe 29.

The diaphragm valve just described comprises Ia normally open release valve for the brake cylinder 3|. When the control pipe 29 is not under pressure, the Valve disc 41 drops away from its seat, so that pipe 35 is vented to atmosphere. The pipe 29 is vented by a choke 53 shown mounted in the portion 33 of the body. This choke has suflicient capacity to ensure a reasonably prompt release of the brakes when the port 26 (see Fig. 2) is blanked but vnot sui'licient capacity to dissipate pressure `built up by iiow through the control pipe 29 in emergency position. Y

Between the portion 38 and the portion 4| `is a combined diaphragm and gasket 55. The diaphragm 55 acts as a valveagainst the annular seat 57 which controls flowfrom themainI reservoir connection 8 arriving by way of port 58 and the annular space beneath the diaphragm 55 and encircling the valve seat 5.7..; l

A substantially larger diaphragm 59 is clamped between 'the portions 4| and 42., Its marginal portion serves as a gasket and its central portion carries clamping plates clearly shown in the drawing and provided with extension 6| which is connected with the center of diaphragms 55 by screw 54, The space below the diaphragm 59 is in communication with control pipe 29. The diaphragm is biased downward by a coil compression spring 62.

Under running conditions and 'at the start of emergency applications, until the desired brak- .ing pressure has been developed in cylinder 3|,

the space above the diaphragm is vented to atmosphere through seat 63 past spring loaded poppet valve 64. This valve is held away from its seat against'the Vurge of its spring by a stem extending from' an opposed poppet valve 65, which is carried 'by a diaphragm 66. The diaphragm 66 is clamped between the portion 42 and the cap 44. Its peripheral portion serves as a gasket and its central portion carries clamping plates on the lower one of which the valve 65 is mounted. The valve and diaphragm are biased downward by a coil compression spring 6l which may be adjustably loaded by means of the thrust screw 68.

The space above the diaphragm 66 is freely vented to atmosphere as shown; The spring 6l holdsthe valve 65 closed, and the valve 64 open, until the pressure beneath the diaphragm l66 rises sufliciently to overpower the spring 61. When this occurs, the valve 65 opens, the valve 64 closes, and pressure is developed above the diaphragm 59. The effect of this is to stop the development of brake cylinder pressure at a chosen value, since the space below the diaphragm 66 is in communication with the pipe 35 through a passage 69 in the housing.

Operation If the locomotive is running light, the brake cylinder 3| will be operated by manipulating the handle l2 of the independent brake valve 9. If the engine is connected to cars, the brake handle 26 of the automatic brake valve would be operated between release, running, lap, and service positions to control the car .brakes alone. Within this range of positions independent valve 9 will exercise exclusive control of the locomotive brakes, and while doing so will retain the valve element of the double throw check valve l5 to the right (the position shown in Figure 1).

Suppose now that the engineer moves the handle 26 to emergency position. Prior to that time the control pipe 29 would have been vented through the choke 53 so that the relay valve 36 would be in the condition illustrated in Figure 1.

The rapid supply of main reservoir air to control pipe 29 in emergency` position immediately develops sufficient pressure below diaphragm 45 to close the exhaust' valve 4l. The passage 58 is always at main vreservoir pressure, but this pressure actingv in a small 4arca at the center of diaphragm 55 cannotA overpower spring 62. The development of main reservoirpressure or an approximation of main reservoir pressure in` control pipe 29 develops similar pressure between the diaphragms 55 and 5 9. Since the diaphragm 59 is substantially larger than diaphragm V.'55, both diaphragms move upward overpowering spring 62 and admitting main reservoir air from passage 58 past valve seat 51 through passagey double throw check valve I5.

The check valve will shift 'to' the left con- 5| and `pipe 35 to thefrighthand end ofthe necting the pipe 35 with the brake cylinder 3l. The braking pressure which is thus developed in the pipey35 will be communicated bythe ports l and 69 to the space belovv the diaphragm 6G. When the pressure rises sufficiently-to overpovver spring 61 the valves 65 and Gli Will shift-so that brake cylinder pressure instead of atmospheric pressure becomes effective above diaphragm 59. This Will cause the diaphragms 55 and 59 to move downwardly, diaphragm 55 sealing on seat 51 and terminating the ow of main reservoir air to the brake cylinder.

As long as the brake valve ll remains in emergency position, brake cylinder 3| will be kept under pressure. As soon as the brake valve is moved away from the emergncy position, the supply of air to control pipe 29 stops. The choke 53 Will quickly dissipate the pressure in the control pipe 29, and the relay will assume the condition shown in Figure 1 in Which valve 41 opens and vents the brake cylinder, and diaphragm 55 closes against seat 51 and terminates the flow of main reservoir air to the brake cylinder.

The invention provides a very simple installation because the relay need have no graduating characteristics. It simply opens or closes oi the supply of air to the brake cylinder. The pressure limiting mechanism causes the relay to close, when the desired maximum braking pressure is attained. The independent exhaust valve closes the normally open exhaust.

While this very simple type of relay is preferred, other relays might be used. The most significant aspect of the invention is the use of a control pipe put under pressure in emergency position of the automatic brake valve, to operate some type of relay which applies the locomotive brakes.

What is claimed is:

l. The combination of means for supplying air under pressure; a brake pipe; an engineers brake valve of the automatic type arranged to be supplied with air by said supply means and serving to control pressure in the brake pipe, said valve having an emergency position in which it vents the brake pipe, and admits air under pressure to a control connection forming part of the valve; means for bleeding said control connection at a rate less than the rate of supply thereto in emergency position; a brake cylinder; and relay means operating in response to the development of pressure in the control connection to admit air under pressure from said supplying means to the brake cylinder, and in response to dissipation of pressure in the control connection to vent the brake cylinder.

2. The combination of means for supplying air under pressure; a brake pipe; an engineers brake valve of the automatic type arranged to be supplied with air by said supply means and serving to control pressure in the brake pipe, said valve having an emergency position in which it vents the brake pipe, and admits air under pressure to a control connection forming part of the valve; means for bleeding said control connection at a rate less than the rate of supply thereto in emergency position; a brake cylinder; relay means operating in response to the development of pressure in the control connection to admit air under pressure from said supplying means to the brake cylinder, and in response to dissipation of pressure in the control connection to vent the brake cylinder; and means for limiting the pressure developed in the brake cylinder.

3. The combination of means for supplying air under pressure; a brake pipe; an engineers brake valveoi the automatic t'ype arranged to be supplied with air by said supply means and serving to control pressure in the brake pipe, said valve having an e'rnergencS7 position in which it vents the brakepipe, and admits "air under 'pressure to a control connection forming part of the valve; means for bleeding said control connection at a rate less than the rate of supply thereto in emergency position; a brake cylinder; a normally open valve controlling an exhaust path from the brake cylinder; motor means operable by pressure developed in the control connection to close said normally open valve; a normally closed valve controlling flow from said air supplying means to the bra-ke cylinder; and motor means operable by pressure developed in the control connection to open said normally closed valve.

4. The combination of means for supplying air under pressure; a brake pipe; an engineers brake valve of the automatic type arranged to be supplied with air by said supply means and serving to control pressure in the brake pipe, said valve having an emergency position in which it vents the brake pipe, and admits air under pressure to a control connection forming part of the valve; means for bleeding said control connection at a rate less than the rate of supply thereto in emergency position; a brake cylinder; a normally open valve controlling an exhaust path from the brake cylinder; motor means operable by pressure developed in the control connection to close said normally open valve; a normally closed valve controlling flow from said air supplying means to the brake cylinder; motor means operable by pressure developed in the control connection to open said normally closed valve; and pressure responsive means subject to pressure in the brake cylinder and serving to reclose said normally closed valve upon the attainment of a chosen brake cylinder pressure.

5. The combination of means for supplying air under pressure; a brake pipe; an engineers brake valve of the automatic type arranged to be supplied with air by said supply means and serving to control pressure in the brake pipe, said valve having an emergency position in which it vents the brake pipe, and admits air under pressure to a control connection forming part of the valve; means for bleeding said control connection at a rate less than the rate of supply thereto in emergency position; a brake cylinder; a normally open valve controlling an exhaust path from the brake cylinder; motor means operable by pressure developed in the control connection to close said normally open valve; a motor actuated valve of the differential diaphragm type controlling flow of air from the air supplying means to the brake cylinder, said valve being biased in a closing direction; and means whereby development of pressure in the control connection reverses said bia-s to cause the valve to open.

6. The combination of means for supplying air under pressure; a brake pipe; an engineers brake valve of the automatic type arranged to be supplied with air by said supply means and serving to control pressure in the brake pipe, said valve having an emergency position in which it vents the brake pipe, and admits air under pressure to a control connection forming part of the valve; means for bleeding said control connection at a rate less than the rate of supply thereto in emergency position; a brake cylinder;

a normally open Valve controlling an exhaust path from the brake cylinder; motor means operable by pressure developed in the control connection to close said normally open Valve; a motor actuated Valve of the diierential diaphragm type controlling flow of air from the air supplying means to the brake cylinder, said valve being biased in a closing direction; means whereA by development of pressure in the control connection reverses said bias to cause the valve to open; and means responsive to the attainment of a chosen brake cylinder pressure for restoring the rst named bias.

WAYNE A. BALDWIN. 

